Railway-car.



No. 810,000. PATENTED JAN. 16, 1906.

A.. W. SULLIVAN & W. RENSHAW.

RAILWAY GAR.

APPLICATION FILED MAY 16, 1904.

7 SHEETS-SHEET 1.

filer 02am No. 810,000. PATENTED JAN. 16, 1906.

' A. W. SULLIVAN &: W. RENSHAW.

RAILWAY OAR.

APPLICATION FILED MAY 16, 1904.

7 SHEETS-SHBET 2.

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No. 810,000. PATENTED JAN. 16, 1906. A. W. SULLIVAN & W. RENSHAW.

RAILWAY GAR.

APELIGATION TILED MAY 16, 1904.

7 SHEETS-SHEET 3.

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A l, A i1 j g H c I No. 810,000. PATENTED JAN. 16, 1906. A. W. SULLIVAN & W. RENSHAW.

RAILWAY GAR.

APPLICATION FILED MAY 16, 1904.

7 SHEETS-SHEET 4.

za'azmJze PATENTED JAN. 16, 1906. A. W. SULLIVAN & W. RENSHAW.

RAILWAY GAR.

APPLIOATION FILED MAY 16. 1904.

7 SHEETS-SHEET 5.

x1 W n I u I if [562 1,3 lTLZZ W 25%Qa4 No.1s'10','o'0o. PATBNTED JAN. 16, 1906. A. w. SULLIVAN & w. RENSHAW.

RAILWAY CAR.

APPLICATION. FILED MAY 16, 1904.

7 SHEETS-SHEET 6.

N5. 8i0,000. PATENTED JAN. 16, 1906. A. w. SULLIVAN & W. RENSHAW.

RAILWAY GAR.

APPLICATION FILED MAY 16, 1904.

7 SHEETS-SHEET 7.

UNITED STATES PATENT OFFICE.

RAILWAY-CAR.

Specification of Letters Patent.

Patented Jan. 16, 1906.

Application filed y 16, 1904. Serial No. 208,223.

To all whom, it may concern:

Be it known that we, ALBERT W. SULLI- VAN and WILLIAM RENsHAw, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railway-Cars, of which the following is a specification.

This invention relates to all railway-cars, but particularly to that class known as postal cars and to the construction by which the same may be made as efficient as possible to withstand the stress and strains incident to use-and casualties and as fireproof as possible to resist combustion when exposed to fire, all of which will more fully hereinafter appear.

The principal object of the invention is to provide a railway postal car of steel construction throughout all its structural parts, with exterior surfaces of steel and an interior lining of suitable non-combustible material so arranged and mounted as to admit of an interior contour independent of the contour of the framework or exterior of the car, thus permitting of air-spaces of varying depth between the exterior and interior shells, more particularly of the roof. For purposes of circulation or ventilation these air-spaces may be made continuous throughout the length of the car, and thus afford better insulation against the varying conditions of heat and cold due to atmospheric changes. As a further protection against the transmission of exterior heat or cold and of the noise from a vibrant or resonant metallic exterior shell to the interior of the car insulating-strips of fibrous or cellular non-conducting and noncombustible material are inserted between the points of contact of the exterior and interior shells. By varying the thickness of these insulating-strips there is also provided the means of conveniently and inexpensively adjusting the interior shell or finish of the car to a true alinement and surface independent .of the irregularities which may exist in the metallic structural framework. The combined effect of these improvements is to produce a fireproof railway-car of great strength capable of high resistance to the destructive effects of derailments and collisions and of a character to provide an interior of equable temperature, free from undue noise or vibrations incident to the use of such a metallic 5 car in trains moving at high speed.

will appear from an examination of the drawings and the following descripion and claims.

The invention consists in the features, combinations, and details of construction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation of substantially one-half of a car as it appears when constructed in accordance with these improvements with the roof portion shown in an unfinished condition; Fig. 2, an enlarged plan sectional detail taken on line 2 of Fig. 1 looking in the direction of the arrow; Fig. 3, an enlarged plan sectional detail taken on line 3 of Fig. 1 looking in the direction of the arrow; Fig. 4, an elevation of that portion of the mechanism shown in Fig. 2 Fig. 5, an enlarged sectional detail in elevation taken on line 5 of Fig. 1 looking in the direction of the arrow ;Fig. 6, a perspective detail of the lower end of one of the side posts hereinafter more fully described; Fig. 7, an enlarged sectional elevation of a portion of the car as it appears when taken on line 7 of Fig. 1 looking in the direction of the arrow; Fig. 8, an enlarged broken sectional detail in elevation taken on line 8 of Fig. 1 looking in the direction of the arrow; Fig. 9, an enlarged broken sectional elevation of a portion of the mechanism, taken on line 9 of Fig. 1 looking in the direction of the arrow; Fig. 10, a plan sectional detail taken on line 10 of Fig. 1

- looking in the direction of the arrow; Fig. 11,

an enlarged sectional elevation of a portion of a car-roof as it appears when taken on line 11 of Fig. 1 looking in the direction of the arrow; Fig. 12, an enlarged plan sectional detail taken on line 12 of Fig. 1 looking in the direction of the arrow; Fig. 13, a plan sectional view of a portion of one end of the car, taken on 'line 13 of Fig. 1 looking in the direction of the arrow; Fi 14, an enlarged elevation of a portion of t e roof-framework, showing the method of attachment of the carline. Fig. 15, a perspective view of a portion of the carline attachement; Fig. 16,

an enlarged sectional detail in elevation taken on line 16 of Fig. 13 looking in the direction of the arrow; Fig. 17, an enlarged sectional detail in elevation taken on line 17 of Fig. 13; Fig. 18, a cross-sectional elevation" taken on line 7 of Fig. -1 looking in the direction of the arrow, and Fig. 19 a sectional detail taken on line 19 of Fig. 9.

In illustrating and describing these improvements we have only illustrated and will here describe that which we consider to be new, taken in connection with so much as is old as will properly disclose the invention to others and enable those skilled in the art to practice the same, leaving out of consideration other and well-known elements, which if set forth herein would only tend to confusion, prolixity, and ambiguity.

In the art to which this invention relates it is well known that railway-cars engaged in postal service are generally placed at the forward end of the train next to the locomotive, in which position they are ordinarily subject to the unusual stresses due to the exertions of the full power of the locomotive in starting heavy trains and when stopping to the re tarding effect due to the resistance of the 10- comotive when its full braking power is used. Moreover, cars in such position are exposed to the entire crushing effect of heavy trains whenever forward collisions occur and by reason of their proximity to the locomotive are likely in case of collision or derailment to take fire from the scattering of incandescent coal from the furnace and ash-pan of the locomotive or from the escape of burning oil when such. fuel is used. The postal cars as now used are of wooden construction and are generally made much heavier than ordinary cars, such construction in case of fire adding fuel to the flames and failing otherwise to give desired protection to the valuable contents of the cars and to the lives and personal safety of the occupants by reason of the inherent weakness both of the materials used and the method of such Wooden construction. It thus appears that the substitution of steel for wood in the construction of postal and other railway passenger-cars, which is the principal object of this invention, will by reason of the superior strength of metal and the improved forms of construction that can be adopted by the use of metal add greatly to the safety of the service, while the elimination of fragile and combustible materials from such cars will still further safeguard their contents and protect from injury the persons within, all of which will be understood and appreciated by those skilled-in the art.

In constructing a car in accordance with these improvements we use a supportingframework preferably provided with four longitudinal sills, two side sills a and two center sills a, joined together at a plurality of points throughout their length, as shown at b. Theselongitudinal sills are unusually widely spaced, and the four sills take the place of the usual six or eight side, center, and intermediate sills used in ordinary wooden construction. The sills are tied together at the end by means of end sills b, which are also, as well as the side and center sills, formed of channel or similar metal beams, preferably I-sha ed in cross-section.

To form the framewor 1 of the superstructure, a plurality of end and side posts are provided, formed of channel-beams arranged back to back, as shown particularly in Figs. 2 and 3. These side posts support the up er sill or plate,consisting of an inverted T beam d, to which is riveted the carline forming the framework of the roof. The solid forged end portions of these channel-beams which form the side posts are riveted below to the side sills and above to the plates, as shown particularly in Figs. 2, 3, and 7, in such manner as to give the form of a girder construction. To further strengthen the side portions and complete what might be termed a "plate-girder for each side of the car to withstand heavy stress and strains incident to stopping and starting and collisions, the channel-beams which form each side post are separated to a uniform extent, and between such end and side channel-beams and riveted to the web portions of the same are arranged sheet-metal bracing-fillers e, 6, e e c and e, as shown particularly in Figs. 1, 2, and 3, which not only form braces for the girders, but also panels for the car sides. Examining Figs. 2 and 3, it will be seen that the sheet-metal fillers e at the end of the cars are gradually thinned down toward the center of the car, as shown in Figs. 2 and 3, thus making a plate-girder of such graduated weight 5 and strength as will best withstand the stress and strains incident to use at the points which are most subjected thereto. It will also be noted upon an inspection of Fi s. 2 and 3 that the channel-beams which orm the side posts are separated a uniform distance, and where thin sheetmetal fillers or plates are used spacers f are also used to preserve the desired distance and effectually hold the parts in position. It will be observed that at the corners of the car the side filling-pieces are secured, as described, between separated. channel-beams arranged back to back, while the end filling-piece is held between the lateral flanges of the side channel-beams and the back of an end channel-beam, which is arranged, as shown in Fig. 2, adjacent the sides of the side channel beams, the end channel-beam and end fillerpiece being secured to the side channel-beams by rivets passing through the side flanges of the side channel-beams, the end filler-piece, and the back of the end channel-beam.

To form the framework for the roof of the car, a plurality of skeleton members or carlines 9 are provided and riveted to each of the upper sills or plates on the inner sides thereof, passing or arching completely over the interior space of the car in the desired manner from one side to the other, thereby giving the necessary contour to the framework of the roof, as shown particularly in Figs. 11 and 14. As shown in Fig. 8, the lower part of the carline of the roof is shown as attached or riveted to the inside or web of the plate, while the ordinary roofing or coverh is shown as attached to the outside of the web of the plate. (See also Fig. 8.) It will thus be seen that the attachment is such that the water or moisture is shed in such manner as to find no entrance to the interior of the car nor lodgment in cracks or crevices, a feature which, as hereinafter noted, is in substantially all the joints or places of attachment liable to be exposed to the weather or elements.

To form the floor-work of the car, as shown particularly in Figs. 9, 18, and 16, an under-floor portion i, formed of metal plates, is provided and attached in any desired manner to the side and center sills. The meeting edges of floor-plates, as shown particularly in Figs. 9 and 19, are joined together at their edges by means of the metal T-irons i of which there are several extending transversely of the car at each of the joints between the metal under floor.

As shown in Figs. 1, 8, and 10, it will be seen that the side portions of the car are provided near the center'and between the side posts with a plurality of window portions 3'. These window portions or spaces are provided with sills and caps 7c and 1c, (see Fig. 8,) which are interposed and closely fitted between the upright posts and riveted to the sheet-metal fillers in such manner that while they serve as struts or spacing-strips between the posts they do not form an essential part of the framework of the car.

A sliding door Zis also provided, as shown particularly in Figs. 1 and 9, and this door is mounted upon hangers m, provided with trolley-wheels n, adapted to roll upon tracks or ways 0, which are adapted to and substantially form an integral part of a spacingbeam p, secured to a plate a between the side osts 0, thereby assisting in strengthening t e structure at this point.

In substantially all of the cars now in use the means of securing the interior finish or lining of the car in position is a serious question, not only on account of the labor and expense attached thereto, but also because of the difficulty in alining such material so as to present an even and harmonious surface throughout. Another objection which ocours in general practice is that there is no means of ventilating the framework or covering, so as to prevent overheating in summer. Afurther object of this invention, therefore, is to provide the means for attaching the interior finish or lining in position. A number of brackets g are provided, as shown particularly in Figs. 7 and 8, in which it will be seen that some of these brackets form an integral part of the window-frame, as well as being made independent, as shown in Fig. 7, while in Fig. 9 the part q is formed as a part of the door-support p. To these brackets is secured the interior finishing material or lining r, which is given the desired contour and which is also secured to the bracket portion q, as shown particularly in Fig. 11, that forms a part of the ventilating window-frame 5'. Again, looking at the upper part of Fig. 11, the upper part of the window-frame is provided with a bracket g, to which the roof-finishing lining t is secured. The lower part of the lining a, which forms the side walls of the car, is considerably thicker than that which forms the roof and is also secured to such brackets and to angle-plates 1), attached to the supporting-framework of the floor of the car and to brackets w, (see Fig. 7,) arranged between the upper brackets q and the lower angle-plates cl. The advantage of this peculiar'construction is that substantially all of these brackets are secured to the outer skin or surface of the cari. e., to the sheetmetal fillersso that the alinement of the brackets may be changed and adjusted to approximate the desired trueness of position for mounting the finishing material, thus making a unique method of attaching "the interior lining in position, as hereinafter more fully set forth.

The upper floor x of the car may be made of any desired material, preferably ordinary wood rendered incombustible, and secured in place, as shown in Figs. 13, 16, and 17. In these figures it will be seen that this upper floor is laid on asbestos insulating-sheets 20 as shown in Fig. 17. This upper floor is also grooved, and metal strips y are arranged therein and secured by means of stove-screws z to the metal plates that form the under floor of the car.

It is very desirable that some means be provided for insulating theconnecting-joints so as to prevent the transmission of sound-Vibrations of the exterior metallic shell, as well as the disagreeable creaking and straining noises usually present in most composite car structures. In order to obtain such result, pieces of insulating material 20 are provided and inserted, as shown in Figs. 7, 8, and 9, between the brackets and interior lining at the upper portion, as shown at 21 and 22 in Fig. 11 and again at 23 in the lower part of Fig. 7. This insulating material may be formed of any desired fabric which is substantially fireproof or non-combustible, such as asbestos or burlap material treated with a coating of asbestos or felt or, in fact, any desired material which deadens sound as well as insulates the joints, so as to prevent transmission of heat-waves, all of which will be understood and a preciated by those skilled in the art. It wifi be noted also that by varying the thickness of the insulating material there is offered the means of truing with great facility the lines and surfaces of the interior finish to present a smooth and satisfactory interior effect and avoid having the interior surfaces follow the irregularities of alinement incident to the use of ordinary metal shapes for the framework of the car.

Adverting to the method of arranging the joints so as to shed the water and moisture it will be seen on examining the upper part of Fig. 1 1 that the upper roofcover h surrounds the ventilating window-frame s and is attached thereto, so as to shed water outside of the joint. It will also be noticed that the connection of the window-frame in the lower part of the roof is such as to permit this advantageous shedding of water. The same is also shown in the method of connecting the roof portion h to the upper plate in Figs. 7 and 8 and the arrangement of joint, as shown in the connection of the plates 6 in the upper part of Fig. 8 to the ordinary window-frames and the lower part of Fig. 8 in its method of connection to the plate. In fact, throughout the entire structure it will be noticed that this feature has been substantially uniformly preserved, all of which tends to produce inexpensively a water-tight and weather-proof structure, a matter of considerable difliculty in a metal car, as well as to preserve the durability and longevity of the car.

An examination of Figs. 8 and 9 will show that the curved portion of the interior lining radjacent to the roof-and tare secured in position, as above stated, independent of the members of the frame portion, so that they are not in contact therewith. The result is that air-spaces 25 and 26 are formed extending substantially from end to end of the car instead of cells confined to the spaces between the members of the frame, as is the fact in the usual construction. This is an important advantage in that the air in such a large s ace will circulate more freely, and, if desired such space or spaces may be connected with the exterior or interior of the car and a perfect circulation kept up, thereby ventilating the roof-space and insuring a cooler car during hot weather, an important consideration in a metal car.

An examination of the drawings, together with the foregoing description of construction, will show that a very solid metal frame portion is provided, particularly at the sides of the car, which gives the su erstructure unusual rigidity. This particu ar construction is provided by using side sills a, preferably formed of metal I-beams, and by further providing upper plates formed of inverted-T- shaped metal angle-beams, and finally by connecting these elements together and supporting such upper plates by means of side posts formed of metal box-beams having solid forged ends a riveted to the side sills and to the upper plates. The effectiveness of such construction is to be particularly noted at the corners, (see Figs. 2 to 6, inclusive,) where the space is so limited that it would be diflicult to make as strong and secure a connection in any other manner than that shown and described. Next, the use of the non-conductive strips 20, 21, 22, and 23 effectively provide for insulation against noise, heat, and cold at all points of connection between the inner and outer shells of the car. A subsidiary advantage in connection with the use of these insulating-strips is that a method of mounting the interior is provided which provides for easy obtaining of true interior lines by varying the thickness of such insulating-strips to absorb the irregularities of the outer frame. v

We claim 1. In a car of the class described, the combination of a supporting-framework comprising side sills formed of flanged metal beams, upper plates formed of flanged metal beams, and standards formed of metal channel-beams having solid end blocks welded to the web and flanges of the channelbeams to form an integral structure therewith, and means for securing the standards to the flanged beams.

2. In a car of the class described, the combination of flanged metal beams, and metal channel-beams having solid end blocks welded to the web and flanges of the channelbeams to form an integral structure therewith, and means for securing the channelbeams to the flanged beams.

3. In a'car of the class described, the combination of a supporting -framework, side plate-girders therefor formed of metal I- beam side sills, metal plates formed of angle-beams, side posts interposed between and secured to such side sills and plates and formed of two separated channel-beams ar ranged back to back, and sheet-metal filler members arranged between such separated channel-beams which form the side posts and are secured to the web portions thereof diminishing in thickness from the end toward the center of the car, substantially as described.

4. In a car of the class described, the combination of a supporting-frame portion formed of metal members, a superstructure frame portion formed of metal members, an exterior sheet-metal filler secured to the metal superstructure, an interior lining, and brackets for securing said interior lining to the exterior sheet-metal filler, substantially as described.

5. In a car of the class described, the combination of a metal supporting-frame portion, a superstructure frame portion formed of metal members, an exterior sheet-metal filler secured to the superstructure frame portion, brackets secured to the exterior sheet-metal filler, and interior-finish lining secured to the brackets and strips of insulating material interposed between the interior lining and the brackets, substantially as described.

6. In a car of the class described, the comlIO bination of a supporting-frame portion formed of metal members, a superstructure frame portion formed of metal members, an exterior shell secured thereto, an interior lining, brackets for securing said interior lining to the exterior shell of the metal superstructure so as to provide a uniform interior finish, a floor portion formed of metal base-plates secured to the metal supportingframe, and an upper floor portion-such as wood and similar materialdetac hably secured thereto, substantially as described.

7. In a car of the class described, the combination of a metallic supporting-frame, a superstructure formed of a metal plate supported by a plurality of metal posts formed of channel-beams secured thereto and to the metal supporting-frame, sheetmetal fillers secured to and between each pair of channel-beam side posts so as to form an exterior shell, metal carlines secured to the upper plate and forming a skeleton roof member, a metal covering therefor, an innerfinish lining for the roof of the car, and brackets independently supporting the same upon the exterior shell of the car so as to provide an air-space between such lining and the roof structure substantially from end to end of the car, substantially as described.

8. In a car of the class described, the combination of side sills formed of metal I beams, upper plates formed of metal angle-beams, side posts formed of metal boxbeams having solid forged ends, rivets for securing the forged ends of the box-beams to the metal side sills and metal plates, and

carlines secured to the upper plates,

substantially as described.

9. In a car of the class described, the combination of side sills formed of metal I- beams, upper plates formed of inverted metal T-beams, side posts formed of metal box-beams having solid forged ends riveted to the upper flange of the I-beam side sills and to the head of the inverted metal T- beam, carlines transversely arranged and forming the skeleton roof-frame riveted to the inner side of the vertical web portion formed of inverted-T beams, an exterior roof-covering h riveted t0 the outer portion of the vertical web formed of inverted-T beams, metal filler-plates secured to the metal side posts so as to form the exterior skin or surface of the car, brackets secured to such exterior sheet-metal filler, and interior-finished lining portions secured to the brackets, substantially as described.

10. In a car of the class described, the combination of side sills formed of metal I- beams, upper plates formed of metal angle-beams, side posts formed of metal boxbeams having solid end blocks welded to the web and flanges of the channel-beams, and rivets for securing the forged ends of the boxbeams to the metal side sills and metal plates.

11. In a car of the class described, the combination of a supporting-frame portion formed of metal members, a superstructure frame portion formed of metal members, an exterior metallic shell secured thereto, an interior lining, brackets for securing such interior lining to the exterior shell of the car, a floor portion formed of metal base-plates secured to the metal supporting-frame, an upper-floor portion detachably secured thereto, and an interposed layer of asbestos or similar lining material arranged between the metallic under-floor and the upper-floor portions, substantially as described.

12. In a car of the class described, a corner-support comprising spaced side channelbeams arranged back to back and having solid forged ends, a similar end channelbeam having its back adjacent the side flanges of the first-mentioned channel-beam and spaced therefrom, a side filler between the side channel-beams and an end filler between the side flanges of the side channelbeams and the back of the end channelbeams, and rivets securing the parts together.

ALBERT W. SULLIVAN. WILLIAM RENSI-IAW.

Witnesses:

THOMAS F. SHERDDAN, ANNIE O. COURTENAY. 

